Stabilizing suspension system for motor-driven vehicles



Nov. 19, 1940. A. B. BROLUS'KA 2,222,397

STABILIZING SUSPENSION SYSTEM FOR MQTORDRIVEN VEHICLES F-iled Aug. 5, 1958 9 Sheets-Sheet 1 A. B. BROLUSKA Nov. 19, 1940.

STABILIZING SUSPENSION SYSTEM FDR MOTOR-DRIVEN VEHICLES Filed Aug. 3, 1938 9 Sheets-Sheet 2 NON -DRIVEN VEHICLES Nov. 19, 1940.

A. B. B ROLUSKA STABILIZING' SUSPENSION SYSTEM FOR MOTOR Filed Aug. 5, 1938 9 Sheets-Sheet 5 jWVeu'Faf M @W A. B. BROLUSKA STABILIZING SUSPENSION SYSTEM FOR MOTOR-DRIVEN VEHICLES Filed Aug. 3, 1938 9 Sheets-Sheet 4 In whiny"- Nov. 19, 1940. A. B. BROLUSKA 2,222,397

STABILIZING SUSPENSION SYSTEM FOR MOTOR-DRIVEN VEHICLES Filed Aug. 5, 1938 9 Sheets-Sheet 5 A. B. BROLU SKA Nov. 19, 1940.

STABILIZING SUSPENSION SYSTEM FOR MOTOR-DRIVEN-VEHICLES '9 Sheets-Sheet 6 Filed Aug. 3, 1938 MNN Mg Nov. 19, 1940.

A. B. BROLUS KA STABILIZING SUSPENSION SYSTEM FOR MOTOR-DRIVEN VEHICLES Filed Aug. 3, 1938 9 Sheets-Sheet 7 A. B. BROLUSKA Nov. 19, 1940,-

STABILIZING SUSPENSION SYSTEM FOR MOTOR-DRIVEN VEHICLES 9 Sheets-Sheet 8 Filed Aug. 5, 1938 Nov. 19, 1940.

A. B. BROLUSKA Filed Aug. 3, 1938- Hal/. s H! I 1N m .M, v .V 3N n $3 2 N9 W Q v |G\ n "G. (I I a? m& .a Ni RQ L N\ M hm NWN Th y h w QN Q mi F w w k l mma Nov. 19, 1940 UNITED STATES PATENT OFFICE STA BILIZING SUSPENSION SYSTEM FOR MOTOR-DRIVEN VEHICLES 4 Claims.

My invention relates to ileidble suspension means for motor-driven vehicles, and its principal object is to provide a flexible connecting means between the chassis frame and the axles,

or between the body and the axles in cases where no chassis frame is employed, the said means being so constructed as to provide a greater freedom of the body from shocks and vibrations due to variations in the road surface and other causes, and also to lateral sway of the vehicle when driving around curves.

In motor vehicles as at present constructed the connections between the chassis frame and the front and rear axles consists essentially of a numher of leaf springs operating in conjunction with shackle links which operate in a horizontal plane, so that the freedom of movement is very much reduced due to the friction of the shackle links.

According to the present invention the connection between the chassis frame and the axles, or between the body and the axles in cases where the body is re-enforced in such manner as to dispense with the usual chassis frame, consists essentially of a series of shackle links adapted to operate in a vertical plane in cooperation with springs or other resilient means.

Another object of my said invention is to provide a construction in which the shackles are provided with automatically lubricating means contained within the same so as to provide a substantially frictionless movement between the parts and to obviate the troubles due to neglected oiling which occurs with shackles of ordinary construction.

Another object is to provide a shackle suspen- ,50 adapted for use in connection with light buses and trucks and provided with my improved suspension system.

Figure 2 is a side elevation of the same taken on line 2.2 of Figure 1.

55 Figure 3 is a fragmentary end elevation, drawn to an enlarged scale, taken on line 3-4 of Figure 1 showing the constructional details of the suspension.

Figure 4 is a fragmentary plan view of the same.

Figure 5 is a fragmentary side elevation of the 5 same, taken on line 5-5 of Figure 4.

Figure 6 is a vertical section taken on line 8l of Figure-4 and drawn to a still larger scale showing the details of my self-lubricating shackle 10 member and associated parts.

Figure '7 is a plan view taken in section on line 'l-l, Figure 6.

Figure 8 is a side elevation showing the application of" my improved suspension to a super- 1 streamlined safety body of the type described in my pending application Serial No. 164,279, filed September 17, 1937, taken in section on line 8-8 of Figure 9.

Figure 9 is a plan view showing the suspension 20 system with the body removed.

Figure 10 is a rear elevation of the same.

Figure 11 is a fragmentary rear elevation showing a modified form of my improved suspension system to be hereinafter described. 25

Figure 12 is a fragmentary plan view of the same, taken on line l2| 2 of Figure 11.

Figure 13 is a fragmentary side elevation of the same, taken on line l3-l3 of Figure 12.

Figure 14 is a fragmentary plan view corre- 30 sponding to Figure 12 but illustrating the employment of a single shackle in place of the pair of shackles therein shown, such as would be employed in connection with lighter vehicles.

Figure 15 is a plan view illustrating a chassis 35 frame provided with a suspension system of the type shown in Figures 11, 12 and 13, and

Figure 16 is a side elevation of thesame taken on line l8l6 of Figure 15.

Figure 17 is a fragmentary plan view showing the rear portion of a chassis frame provided with a modified form of my improved suspension.

Figure 18 is a side elevation of the same taken on line l8l8 of Figure 1'7.

Figure 19 is a fragmentary end elevation taken in section on line l9-I9 of Figure 17 and drawn to an enlarged scale.

Figure 20 is a plan view of the same.

Figure 21 is a fragmentary side elevation of the same taken on line 2l2l of Figure 17, also drawn to enlarged scale.

Figure 22 is a fragmentary plan view showing the rear portion of a chassis frame equipped with a still further modified form of my improved suspension.

20 line 2020 of Figure 29.

Figure 23 is a side elevation of the same taken on line 2222 of Figure 22.

Figure 24 is a fragmentary end elevation taken on line 24-24 of Figure 22 but drawn to an enlarged scale.

Figure 25 is a plan view of the line 2I2I of Figure 24.

Figure 26 'is a fragmentary side elevation taken on line 20-20 of Figure 22, also drawn to an enlarged scale.

Figure 27 is a fragmentary plan view showing the rear end of a special body equipped with a still further modified form of my improved suspension.

Figure 28 is a side elevation of the same taken on line 20-20 of Figure 27.

Figure 29 is a fragmentary rear elevation showing details of the suspension drawn to an enlarged scale taken on line 20-20 of Figure 27.

Figure 30 is a plan view of the same, taken on same, taken on Figure 31 is a side elevation of the same taken on line lI-II- of Figure 27.

Figure 32 is a fragmentary rear elevation corresponding to Figure 29 but showing a modified form of the suspension.

v Figure 33 is a fragmentary side elevation taken in section on line 22-22 of Figure 34 showing the employment of my improved suspension in con- Junction with a leaf spring of the conventional type, and

Figure 34 is a plan view showing the same construction, taken on line 0424 of Figure 33.

Figure 35 is a fragmentary end elevation taken on line 30-25 of Figure 34, and

Figure 36 is a fragmentary side elevation showing one method of applying fluid pressure shock absorbing means to the shackles of my improved suspension.

Like characters designate corresponding parts throughout the several views.

Referring more particularly to Figures 1 to 7 of the drawings, I designates a chassis frame adapted for use in connection with light trucks and buses having the usual front axle 2 equipped with single steering wheels 2 and the rear axle 4 equipped with duplex driving wheels 5. 6 designates the engine having the usual radiator I, transmission 8, and drive shaft 0, all of which are of conventional construction and need not be further described herein. The suspension means, in this case drawn to enlarged scale in Figures 3,

4 and 5, consist essentially of a pair of lugs I0.

formed integral with or secured to the chassis 5 frame I and connected by shackles II to a cen- 55 tially U-shaped member I05. Abutting upon the of the shackles II by pins IIO while the lower,

members I04 are upper and lower helical compression springs I05, I00, respectively, the said springs being held in position by bolts I01, the upper ends of which are connected to the centers ends are provided with washers I00 and nuts I00. In vertical alignment with the member I2 are the upper and lower helical compression springs I2I, I22, respectively, the adjacent ends of which abut upon the brackets 4I secured to amass? or integral with the rear axle 4, the said springs being retained in position by the central bolt I22, the upper end of which threadedly engages the member I2 while the lower end is provided with washers I24, between which is inserted a washer of rubber or other soft material I20 and upon.

the lower end of the bolt is a nut I20.

In this construction, when the roadwheels I are deflected upwards by impact upon an obstacle or projection upon the road surface, the bracket 4I upon the axle is moved upwards towards the chassis frame I compressing the spring I2I to a certain extent and also forcing the member I2 upwards, which causes the shackles II to swing about their outer pins I02, thus putting the springs I00 into compression so that upward movement of the axle is cushioned very effectively by the horizontal swinging movement of the shackles and the multiple springs which receive the upwardly exerted forces. When, however, the road wheels descend after passing the obstacle, the brackets 4I moving downwardly exert a compressive force upon the springs I22, pulling downwards the member I2 and swinging the shackles II downwardly about their outer pivots I03, thus putting the springs I05 into compression and effectively cushioning the downward force. Thus, the vertical movements of the axles in relation to the chassis frame are effectively cushioned in both directions. In order to still further soften the impact forces, washers I25 of rubber or other soft material may be interposed between metal washers I24, as

shown in Figure 3, and this construction may beapplied at all points between the helical springs and their abutting surfaces.

In Figures 6 and 7 I have illustrated a method of automatically and effectively lubricating the shackles I I. In this construction a centrally disposed oil well III is connected by openings II2 with the openings which receive the pins I02 and H0 so that the bearing surfaces of the pins are constantly and thoroughly lubricated. A screw cap I I3 forms a suitable closure for the oil well, as will be understood. 7

The front axle 2. is provided with the usual steering knuckles 2| having the steering arms 22 which are connected by the transverse steering rod 23 and operated by any usual form of steering wheel and gear through a drag link, not shown. In order to prevent rotary movement of the front and rear axles these latter are connected by longitudinal brace members 24 between which the drive shaft 0 is located.

Figures 8, 9 and 10 of the drawings illustrate the application of my invention to a stream-lined body of the type described in my pending application, Serial No. 164,279 in which the usual chassis frame is dispensed with and the lower portion of the'body is formed as a rigid structure. According to this construction the body 'A of stream-lined shape is provided with a transverse floor plate Ali and another plate Ali positioned below the same, the two plates being connected by longitudinal channel members Al forming a box-like structure which possesses such rigidity that no chassis frame is necessary. Further, the lower plate AI3 is extended laterally so as to form running boards on each side of the body.

The method of applying my improved suspension to the special form of body just described is shown in detail in Figures 27 to 31, inclusive, of the drawings. In this arrangement the lower member AI3 of the body, as shown in Figures 8 and 9 of the drawings,- is bent upwards forwardly and rearwardly asat 'AIII in Figure- 8; and has its ends connected to the upper member AI! by welding or otherwise as at AI22, AI, in Figure 8. The front and rear axles are connected by longitudinal brace members 24, hereinbefore referred to, between which is located the drive shaft 8, and the points AI22, All! in front and rear, respectively, areconnected to the corresponding axles in the manner following. Thus the point AI 32 located substantially over the rear axle 4 is provided with a pair of lugs I0 which extend downwardly, while the axle 4 is provided with centrally disposed brackets 4I and with upwardly extending lugs 42. Above and below the brackets 4i are helical compression springs I2I, I 22, respectively, through which pass the bolts I23, the upper ends of which are connected by the pins I21 to shackles I28, the latter being pivoted at I29 to the lugs 42. The shackles I28 have inwardly extending short arms I which extend downwardly as at I3I and outwardly as at I32. Above and below the portions I32 of the shackles are the upper and lower helical compresslonsprings I05, I06, respectively, through which extend bolts I01 having at their lower ends washers I08 and nuts I08 and being connected by pins IIO to the lugs I0. The adjacent ends of the shackles I28 and the lugs I0 are bifurcated in such manner as to receive the intermediate links I34.

In this construction,-when the road wheels are deflected upwards by impact as before explained the brackets 4I upon the axle 4 are moved upwards toward the reinforced portion AI23 of'the body, compressing the springs I05 and I2I to a certain extent, while when the road wheels descend, the brackets 4I move downwards compressing the springs I22 and I08 to a certain extent, thus cushioning the downward movement of the axle, the two sets of springs forming a compound resilient mechanism which results in easy riding of the vehicle under all conditions of road surface.

In the modification shown in Figure 32, there are provided upon the axle 4 two pairs of centrally disposed brackets H, A. Above and below the bracket 4| are the helical springs I2 I, I22,

respectively, which are held in position by bolts I23 and washers I24, the bolts I22 being connected by pins I21 to a shackle I28, the latter being pivoted at I III to the lugs I0 upon the member I33. In this arrangement, when the axle is pressed upwards by some obstacle upon the road surface, the springs I05 and I2I are compressed to a very different extent. When, however, the axle rebounds, moving downwardly, the springs I08 and I22 are similarly compressed to different 00 degrees. By this arrangement the differential action between the respective sets of springs eliminates the excessive periodical vibrations which would otherwise occur with a single set of springs when the periodicity of the springs corresponds with the periodicity of the body as a whole.

In Figures 11 to 16, inclusive, of the drawings I have shown a simplified form of my improved suspension which will now be described. Figures 15 and 16 show a plan view and side elevation,

7 respectively,.of a chassis frame embodying this particular form of suspension, while Figures 11 to 13, inclusive, illustrate the suspension drawn to an enlarged scale. Upon the axle 4 are the centrally disposed brackets 4| above and below which 75 are the coil springs I2] and I22, respectively,

which are held in position by the bolts I22 and washers I24. The. upper ends of the bolts I24 are connected by pins III to the shackles II,the

- said-shackles being pivoted as at I03 todownwardly extending lugs I0 upon the chassis frame 6 I. The outer ends of the'shackles II are con- 'nected as by pins I29 to the upwardly extending lugs 42 upon the axle 4. The operation of this form of suspension'will be readily understood by comparison with those previously described. It 10 will be noted, however, that while in Figures 11 to 13, inclusive, shackles are disposed upon both sides of the rear axle, which would be necessary for heavy classes of work, in Figure 14 I have shown a plan view corresponding to Figure 12 15 of the drawings in which a shackle-is shown in the rear only of the axle 4, this being deemed suflicient to support the loads in lighter vehicles. In :Figures 1'7 to 21, inclusive, 1 have illustrated a still further modified form of my suspension 20 system, Figure 17 being a fragmentary plan view and Figure 18 a fragmentary side elevation taken in section on line I8-I8 of Figure 1'1, while Figure 19 shows a fragmentary view of the suspension drawn to anenlarged scale taken online I8--I8 of Figure 1'7, Figure 20 is a plan view of the same, and Figure 21 is a fragmentary rear elevation taken on line 2I2I of Figure 1'7. In this modification there are provided upon the rear axle 4 the brackets 4 I above and below which are the helical compression springs I2I, I22 held in position by the bolts I23 and nuts I24, the bolts being connected at their upper ends by pins I21 to a cross member I40 arranged below and in parallel relation to the chassis frame I. The member I40 35 is provided with downwardly extending end portions I which terminate in horizontal lugs I42. Above and below these lugs are the helical compression springs I45, I48, respectively, held in position by bolts I43 having nuts I44. The upper ends of the bolts I43 are connected by pins I41 to the shackles I48, the inner ends of which are connected by pins I48 to the downwardly. extending portions'I4I of the member I40, while the outer ends are connected by pins I50 to the downwardly extending lugs I0 upon the chassis frame. In this arrangement, when the rear axle 4 moves upwardly carrying with it the brackets H, the member I40 is forced yleldingly upwards through compression ofthe spring I2I, causing the inner end of the shackle I48 to move upwards also, putting the spring I46 'into compression as the shackle swings around the pin I50. When, however, the axle 4 rebounds in a downward direction, the brackets 4I tend to compress the springs I22 and to yieldingly pull down the cross member I40 which causes the shackle I40 to swing downwards around its pin I50, compressing the spring I45. By this compound arrangementof two sets of springs having differential movements, it is believed that the small vibrations found in ordinary suspensions will be automatically damped or cancelled out.

In Figures 22 to 26, inclusive, I have shown a still further modification in which compound .differential springs are employed in a manner some-. what similar to that Just described with reference to Figures 17 to 21, inclusive.

In this modification there are the brackets 4I upon the rear axle 4 and above and below these brackets are the helical compression springs I2I, I22, respectively, securedin position by the bolts I23 and nuts I24,]and the upper ends of the said bolts are connected .by pins I21 to the centers of shackles I28, the'outer ends of which are con- 4 nected by the pins I28 to upwardly-extending lugs 42 upon the rear axle. The inner ends of the shackles I28 are connected by pins I28 to the outer ends of shackles I28, the inner ends of the latter shackles being connected by pins 163 to downwardly extending lugs I upon the chassis frame I. The lugs III terminate in horizontal portions I84 above and below which are the I ihelical compressionsprings I86, I06, respectively,

1 which are secured in position by the bolts I81,

, tion being very similar to that just described with reference to Figures 1'7 to 21, inclusive.

1 In Figures 33, 34 and 35 I have shown a modiflcation of my improved suspension in which the horizontally disposed shackles, which are com- 1mon to the modifications already described, are combined with a laminated spring similar to those at present commonly employed in motor vehicles. In this arrangement, .the rear axle 4, carrying the driving wheels 5, is provided with spring seats 44 of the well known type upon which are mounted laminated springs 45 held in place by the U-shaped straps 46. The spring 45 is provided at its front and rear ends with. pins I6I, I62, respectively, which serve to connect it to the front and rear shackles I63, I64. The front shackles I63 are connected by pins I66 to brackets I66 secured to the underside of the chassis frame I, while the shackles I64 are connected by pins I61 to brackets I68 also secured to the chassis frame. The shackles I64 are connected by dependent links I69 to the pins I62 and in order to maintain the spring in normally horizontal position the adjacent ends of the shackles I63 are bent downwardly as will be seen from the drawing. Above and below each of the shackles are the helical coil springs I2I, I22, respectively, held in position by central bolts I23 and brackets I24, the upper ends of the bolts being secured to the chassis frame as by bolt heads I23 which are disposed in recesses in the frame.

From this description it will be seen that the 5 resilient cushioning eflect of the main laminated spring 45 is augmented by the action of the coil springs, and great freedom of movement is objtained by the use of horizontally disposed shackles in front and rear.

In Figure 36 of the drawings I have iflustrated ione way of adding fluid pressure shock-absorbing means to my improved suspension of a design }corresponding to that shown in Figure 11 of the drawings. Shackles in this case, together with their connections to the chassis frame and to the rear axle, will be readily understood by comparing the two figures, the same characters being used to designate similar parts. In order to provide shock-absorbing means so as to cushion the :impact of the suspension, I provide a cylinder I10 oscillatably connected as by trunnions I 'II (shown in broken lines) to the chassis frame I, and in this cylinder I provide a piston I12 having a rod "3, the lower end of which is formed as a yoke "4 adapted to embrace the shackle II to which it is connected by the pin I28, which serves also to connect it to the upwardly ex- I tending bracket 42 upon the rear 'axle. An opening I1! is provided in the upper end of the cylinder so that the upward movement of the piston is not greatly retarded, while the lower end or the cylinder is provided with a spherical valve I16 so designed as to allow the piston to move upwards freely, but to retard downward moveoperation of the fluid pressure shock-absorbing means is so generally known that no further description is deemed necessary.

It will be observed from the foregoing descrip# tion and by reference to the drawings that I have provided an improved suspension which is very flexible in construction and calculated to reduce as far as possible the vibration of the-body of the automobile, even under the most violent impact forces resulting from irregularities of the road surface and other causes. This is due to the fact that in all cases of my improved suspension, the shackles move in a vertical plane and are controlled by helical springs in such manner that the movement of the chassis is very small in proportion to the movement of the axles and wheels.

It will be noted that the various details herein shown can be combined in various ways other than herein set forth. It is obvious that the identical elements may be combined with the usual front axle as well as with the rear axle in conjunction with which it is for the most part shown in the drawings; also, that any of the modified shackle systems herein shown may be employed singly or in pairs to either of the axles, this being determined by the loads to be carried and the nature of the service.

It will be seen that the brace members 24, being rigidly connected to the front and rear axles with which also the brackets 4| are integral or otherwise rigidly attached, constitute a'complete rigid frame as described in the claims adapted to receive the downward pressure of the various shackle constructions. The oiling system as shown in Figure 7 can obviously be applied to any of the various shackles, and with the shackles may be used either common pins secured in place by cotters or other means, or may be formed as bolts with nuts at either end. Furthermore, the upper ends of bolts such as designated I01 may be constructed as shown in Figure 6 of the drawings or in other ways to maintain the concentricity of the springs, and the retaining washers may be similarly arranged.

Having thus described my said invention, what I claim and desire to secure by Letters Patent of the United States is:

1. In an automobile, the combination, with front and rear axles having road wheels, of a frame connecting said axles and having projections extending forwardly and rearwardly therebeyond, a body positioned above said axles, and resilient shackle means interposed, between said body and said frame, said means comprising transverse shackle links having their inner ends ments of said bolts and said shackle links relative to said axles.

2. In an automobile, the combination, with front and rear axles having road wheels, of a frame connecting said axles and having projections extending forwardly and rearwardly therebeyond, a chassis positioned above said axles, and resilient shackle means interposed between said chassis and said frame, said means comprising transverse shackle links having their inner ends pivoted to said chassis and their outer ends pivoted to said axles and having downwardly extending eyebolts pivoted intermediate their ends, openings in said frame slidably receiving said eyebolts, and helical springs surrounding said eyebolts positioned above and below said frame and adapted to resist upward and downward movements of said bolts and said shackle links relative tosaid axles.

3. In an automobile, the combination, with front and rear axles having road wheels, of a frame connecting said axles and having projections extending forwardly of said front axle and rearwardlyof said rear axle, a body positioned above said axles, and resilient shackle means interposed between said body and said frame, said means comprising transverse shackle links having their inner ends pivoted to said body and their outer ends pivoted to said axles and having downwardly extending eyebolts pivoted intermediate their ends, openings in said projections slidably receiving said eyebolts, and helical springs surrounding said eyebolts positioned above and below said frame and adapted to resist upward and downward movements of said bolts and said shackle links relative to said axles.

4. In an automobile,- the combination, with front and rear axles having road wheels, of a frame connecting said axles and having projections extending forwardly of said front axle and 'rearwardly of said rear axle, a chassis positioned bolts and said shackle links relative to said axles.

Ali/HEEL B. BROLUSKA. 

